On March 31, 2019, New York City approved its $175,000 2020 budget including a plan to implement congestion pricing below 60th Street in Manhattan. While details continue to be finalized, congestion pricing is expected to begin as early as 2021. This future rulemaking has sent private buses, truck owners and more into a race for exemption from this daily fee.

Congestion pricing is a form of demand-side economy that turns an eye towards controlling street equity in the hopes of paying for the estimated $40 billion needed to improve and repair the “death spiral” of New York City’s public transport systems, including their notorious subways and buses. The fee is daily and is expected to be $11.50 per car and $25 per truck. There is yet no information on the charge for private buses. These efforts should limit traffic congestion and finance the city’s hefty pubic transport repairs, while also limiting greenhouse emissions.

Like any move of the government, congestion pricing has its advocates and naysayers. Everyone wants better public transportation, but no one wants to pay for it. Those already planned to be exempt are emergency vehicles, vehicles carrying the disabled, drivers who live in the congestion zone and drivers who use the West Side Highway and Franklin D. Roosevelt Drive to pass through Manhattan. Those who still seek exemptions include the police, motorcycle riders, commercial truckers, New Jerseyans, private bus operators and more. The arguments for the hopeful are obvious. People do not want to be charged for going where their job takes them. Still, it does not appear any exemptions will fall in favor of private bus operators. One of New York City’s inspirations is Stockholm, Sweden, which accomplished clearer streets and air by implementing congestion pricing in 2007. Stockholm exempted too many vehicles and fell short in reaching its projected budget by 14 percent. Congestion pricing for New York City has projected a revenue of $1.5 billion, a far cry less than the city’s repair bill, which means every penny counts. Seeing this financial failure overseas may create tightfistedness in Governor Andrew Cuomo, the man in control of exemptions and the Metropolitan Transportation Authority.

If New York City allows any exemptions, the likelihood of private bus and truck operators finding leniency is slim to none. The FixNYC study, one of the studies used to help guide New York City’s traffic project, cites privately-owned buses as “detrimental” to street equity, especially in targeted Lower Manhattan. The study alleges that the number of tour buses in New York City has exploded. Many believe the high number of charter and tour buses is a problem because (due to limited parking opportunities) drivers are forced to lap around town waiting for a space, thus creating more traffic congestion. Others complain that private buses distract from public buses – a recipient of the foreseen revenue.

Those in favor of allowing private buses exemption, like the Bus Association of New York (BANY) or Bus4NYC, believe that buses are an easy scapegoat. Due to their size, they only appear to clog the streets. BANY also believes making buses pay a daily fee would only force bus operators to raise fares, discouraging new patrons. This would prevent a reduction in traffic congestion as would-be bus users remain in their cars.

New Jersey politicians threaten to make the situation increasingly bleak. Seeming to take the plan personally, they vow to fight a system they view as tolling commuters twice. Steven Fulop, mayor of Jersey City, has even suggested that New Yorkers traveling to New Jersey should face a fee as well. New Jersey Representative Josh Gottheimer described congestion pricing as New York physically beating up New Jersey.

Congestion pricing, however, is not targeting New Jersey commuters, but rather anyone who wants to drive a private vehicle into Lower Manhattan. Knowledge of congestion pricing’s objectivity, however, does not make it an easier pill to swallow. Some New Jersey citizens online have even vowed to never return to Manhattan. The power is clearly in New York’s hands, as the rage and sworn abstinence still achieves what congestion pricing is meant to do – clear the roads. The cry from New Jerseyans may as well fall on deaf ears. The same can be said of other groups hoping for exemption. Unless, they can prove they are of more worth to New York City present than absent, it is unlikely they will achieve exception If congestion pricing can be done smoothly, New York may need to look towards London’s example. London, another inspiration for New York City, has used congestion pricing since 2003 to great success. Over the first three years, nitrous oxide declined 17 percent and air particulates dropped 24 percent. Street congestion fell 25 percent, and collision numbers plummeted 40 percent over a decade. Government officials in London drafted exemptions for emergency and military vehicles, motorcycles and mopeds, public-service vehicles, vehicles operated by disabled people, ultra low-emission vehicles and vehicles containing nine or more seats. This means that nearly every special interest group hoping for exemptions in New York City would have found it in London. Still, this hope for private commercial vehicles remains intangible and uncertain. How congestion pricing will affect private bus operators is yet to be seen.

Soon, New York City’s coveted Lower Manhattan area may have clearer roads, a public transport system on the mend and cleaner air. Perhaps just as likely, the number of private buses and trucks in Lower Manhattan will dwindle as professional private drivers are forced to find ways to balance new daily fees. What congestion pricing has in store for private buses in New York City can only be speculated upon at this time. Until Governor Cuomo decides who will be exempt, planners can only watch and wait.

]]>2779Getting the Glow Take a look inside the “New Look” of Libertyhttps://busmag.com/getting-the-glow-take-a-look-inside-the-new-look-of-liberty/
Mon, 15 Jul 2019 14:15:26 +0000http://busmag.com/?p=2751“We just decided to go for it,” Kim Konigseder says. The longtime Liberty Coach interior designer is standing with her husband, Liberty managing partner and spatial engineering maven Kurt Konigseder, aboard a just-completed 2019 Elegant Lady at Liberty Coach headquarters in the far north suburbs of Chicago. The “it” she is referring to is nothing less than a masterpiece – a bumper-to-bumper, breathtakingly modern redesign of the world’s finest motorcoach.

It was a long time coming. As the creative force behind Liberty’s award-winning interiors since 1991, Kim and Kurt have probably designed more coach interiors than anyone in the Prevost bus conversion field. “We’ve been wanting to make this change for a long time,” she exclaims. One glance at Liberty’s “New Look” tells you why.

Clean, modern, light, airy, smooth, swanky – we have heard it described a hundred ways, but most importantly? It feels like home.

Creating that feeling required considerable thought and design – savvy, on Kim’s part as interior designer and Kurt’s as the design engineer. Modern is great, but it has a reputation for being cold and industrial. Both Kim and Kurt wanted to clean up the lines of the classic Liberty design, but make their “New Look” feel as warm and cozy as ever, if not more so.

A redesigned lighting scheme is central to this achievement. Giving the illusion of heightened ceilings that “just fade away” not only brightens the space, but quite ­literally elevates the coach. Kurt calls it a “glow” and that feels right on the money.

That glow is what illuminates miter-folded countertops with sharp edging, and continuous slabs with veining that looks like real stone. It shines on the wide variety of textures, tones and materials that Kim has chosen, giving the coach an incredible amount of dimension and detail. It is one thing to see it in pictures. In person, it is really something to behold.

When it comes to developing and refining her design approach, Kim is not that far off from the rest of us. Scrolling Instagram and combing the Internet for new and interesting makers, she finds and cultivates relationships with the multiple vendors that bring each coach to life. For Kim, it is not so much about brand names as it is about quality. If she (or a creatively-minded client) can dream it up, she can find the right person to craft it. Is this the future of design at Liberty Coach? Well, there will always be a place for the timeless, classic Liberty style that purists have come to know and love. Judging by the overwhelming reception to date – since its unveiling last spring, it has been virtually impossible to keep a “New Look” coach in inventory for more than a few days – the “New Look” of Liberty Coach is here to stay.

]]>2751Vicinity – A Mid-Size Bus Success Storyhttps://busmag.com/vicinity-a-mid-size-bus-success-story/
Wed, 10 Jul 2019 13:42:26 +0000http://busmag.com/?p=2736In less than 10 years a new mid-size bus from Vancouver, British Columbia not only became a major player in the Canadian bus market but also broke into the bus market in the United States. Designed from scratch to fill a specific need, the Vicinity transit bus from Grande West Transportation has become an obvious success story. What makes this situation interesting is that it is a classic example of developing a new design that meets operator needs in the mid-size bus category.

Mid-Size Buses

Many people will define mid-size buses as a separate type. On one end you have the full-size transit buses and coaches with their amenities, durability and higher price. On the other end you have the body-on-chassis and cutaway shuttle buses with their economical price but with fewer amenities and less durability. Many operators seek an intermediate class of mid-size buses. While they will seat fewer passengers than the full-size transit buses and coaches, they will ideally cost less and be more economical in operation. Unfortunately, this may be difficult for manufacturers to accomplish because this mid-size bus market is typically smaller in size and hence offers fewer sales.

The availability of mid-size buses has changed over the years. A good example is that General Motors gave up 35-foot coaches in 1978 while MCI did the same in 1980. The reason was a lack of buyer interest at both manufacturers. My memory is that the reason for the lack of interest in the shorter coaches was price; only about a $15,000 difference between the 35-foot and 40-foot models.

A classic example goes back to post-war General Motors transit buses. While the larger transit buses had additional amenities and diesel power, the economical smaller transit buses were simpler and powered by gasoline. I once worked for a transit operation that had both types. While I would admit that the smaller gasoline-powered GM transit buses were more economical and less sophisticated, they served our company well and I spent many hours behind the wheel of those “Jimmys” as we called them.

At least some of the success of what became Ontario Bus Industries and Orion goes back to this type of bus. Their original offering was a mid-size bus that was intended to replicate the small GM transits in providing an economical price, economical operation and substantial durability. Again, these were the key factors operators were looking for in this mid-size bus market and this made the company successful. In later years Orion would offer larger buses and open a plant in New York State to enter the U.S. market. It was the economical yet durable mid-size bus that got them started in the first place.

Moving to more recent times, I would suggest that Temsa provided the same type of situation in coaches. For close to three decades, shorter coaches popped in and out of the U.S. and Canadian coach market. While some might please buyers with economical price and operation, it was difficult to maintain production for the smaller numbers involved. Temsa got into this market in 2008 and had the major advantage of years of experience in building mid-size buses. Hence, they could meet the requirements of economical price and operation coupled with much of the amenities and durability of the big coaches.

The Birth of Grande West and the Vicinity

As mentioned earlier, the Vicinity from Grande West is the latest example of being successful because of providing an economical yet durable mid-size bus. Their story starts back in 2008 with BC Transit, the transit agency based in Vancouver, British Columbia. The people at BC Transit began looking at better alternatives for their fleet. They were operating body-on-chassis buses and cutaways on less-patronized routes. While their purchase price was economical, management was unhappy with both operating costs as well as shortcomings with their lack of amenities and dealing with the disabled. The BC Transit management looked at running full-size transit buses on less-patronized routes, but that also had its shortcomings. Most notably it was rather expensive to run a full-size bus for only a handful of passengers.

Interest at BC Transit turned to locating a low-floor, mid-size bus that was economical to purchase and operate yet retained much of the amenities and durability of the larger transit buses. Management at BC Transit joined with TransLink and OC Transpo in Ottawa to seek out and purchase this type of bus. They were initially disappointed because it appeared that no company was currently building such a bus on the American market.

This gap in the market and resulting opportunity was noted by William Trainer. His previous experience included owning and managing heavy construction dealerships, import and export experience, and bringing new products into Canada. He created Grande West Transportation in Aldergrove, British Columbia to meet this need in the transit market and became its CEO. He and four business partners initially invested one million dollars each to found Grande West Transportation to address this gap in the bus market. As an interesting side note, I might mention that Aldergrove is actually much closer to the U.S.-Canadian border than it is to Vancouver.

A partnership developed between the people at Grande West Transportation and the management and staff at BC Transit. This resulted in a sharing of information to come up with a design that would allow Grande West to match the needs of BC Transit. Meetings were held with BC Transit’s operations, management, drivers, service technicians as well as special interest groups. From this the designers at Grande West Transportation learned what the operating people wanted to see in a new product. Equally important, they learned what was required in the way of price and operating cost to make it workable.

Instead of starting with an existing bus, the designers at Grande West began with a clean sheet of paper. What emerged was a low-floor transit bus with a lighter yet durable integral design. There was also a major effort to use standard components including the economical Cummins engine. This initial design was 27.5 feet long, 98 inches wide, seated 23 passengers and became known as the Vicinity.

Now that Grande West had much of the design work and engineering done, the next step was looking for a manufacturing partner. Their efforts remind me of a similar situation in the mid-1950s when Continental Trailways sought a company to build what became their new Eagle coach. In both situations, they failed to find an interested American company. Trailways eventually turned to Kässbohrer in Ulm, Germany to build their Eagle. Grande West fortunately had some import expertise and was able to make arrangements with the Weichai Group in China. They had previously built buses under a joint venture with Daimler.

A prototype was delivered in February of 2010 for testing during the Winter Olympics. This initial testing was extended to 21 months. The bus proved itself well while the testing permitted some adjustments and improvements. BC Transit was sufficiently impressed to order 15 buses for further evaluation of their performance. These were delivered in August of 2013 after which sales started coming in and production was scaled up.

The original Vicinity design offered a length of 27.5 feet, a width of 98 inches and Cummins diesel power. A 13.5-foot wheelbase provided a turning radius of about 26 feet. Empty, the bus weighed in at a little more than 20,000 pounds but offered a GVW of more than 29,000 pounds. While the bus could seat as many as 23 passengers, a ramp and various interior configurations were available for wheelchair positions.

As work moved along, additional investment was required. Grande West Transportation tapped into the public markets to bring total raised funds up to about $25 million. Initial operations were run from William Trainer’s business office and garage in Aldergrove. Initially, Trainer sectioned off a part of the existing garage for bus operations. Later, additional space was leased in the facility across the road. This has become the Canadian headquarters for Grande West Transportation.

The manufacturing procedure for Canadian sales and U.S. private fleet sales has been to ship components to Weichai’s facility in Xiamen, China. Here, the integral bus is built and components are assembled. From there they are shipped to Aldergrove, British Columbia for final assembly. This includes IT installation, sometimes seats and interior items, decals and other exterior work, and other customer requests. Pre-delivery inspection takes place at this same time.

There were a few minor changes from the prototype to the 2013 production. The most obvious being at the lower front area around the headlights. The buses now had large, single LED headlights while the turn signals were moved to where the fog lights were located earlier. Once regular production got started, orders started coming in and transit agencies began asking for ­modifications.

In 2014 a new prototype was built with a length of 30 feet and two doors. It was shown at two trade shows to illustrate the availability of the 30-foot length and two doors. In late 2014 it went to trial operations at Oakville Transit but was eventually sold to Cape Breton in 2015. A second 30-foot, two-door bus was built in 2015. This one went to the FTA site at Altoona for testing between late October of 2015 and late May of 2016. It did very well and tested best in class with only a few minor repairs and a fairly high fuel efficiency.

Since the original prototype, the Vicinity buses had been built with the ZF Ecomat 4 transmission. In 2015, Vicinity production changed over to the new ZF Ecolife transmission. It was also in 2015 that Grande West announced the availability of a 35-foot version of the Vicinity. Already compliant with Canadian laws, Grande West announced in April of 2015 that the Vicinity was now fully compliant to sell in the United States.

Perhaps what was the most important development of 2015 is that Grande West Transportation was doing so well in sales in Canada with the Vicinity that it began looking for other markets. On June 1, 2015, an exclusive U.S. bus distribution agreement was announced with ABG Distribution LLC, a part of Alliance Bus Group. Alliance is a major bus dealer with facilities from New Hampshire to Florida and west to Louisiana and Texas. In addition to a wide range of body-on-chassis buses they also offer CAIO coaches and specialty vehicles. This prompted Grande West and Alliance to work towards making the Vicinity compliant with Buy America provisions so it could be sold to transit agencies in the United States.

The Vicinity continued to improve and expand in 2016. Starting with the Oakville Transit order, the Vicinity could now be ordered with two-piece slide glide doors and EASB bumpers. In early November, Alliance announced the first U.S. order for the Vicinity bus. Standard Parking at the Hartsfield-Jackson Atlanta International Airport ordered 13 buses. In December, Grande West achieved the much-awaited Buy American compliance that required 60 percent U.S content. Compliance with this would allow the Vicinity to be ­purchased by transit agencies in the United States.

Although somewhat unremarked at that time, an announcement on November 30, 2016 indicated that the Cape Breton Regional Municipality had placed their third order for Vicinity buses. The reality is that the Grande West Vicinity bus had made major inroads into the Canadian mid-size bus market in an amazingly short time. The Vicinity was already operating in more than 40 Canadian cities and orders had been received from others. Locations where the Vicinity was operating in Canada included eight provinces, literally from coast to coast. It had become accepted as the new mid-size transit bus for Canada.

In January of 2017, Grande West announced that the Vicinity would now be available with CNG (Compressed Natural Gas) power for operators seeking to reduce pollution. The CNG Cummins ISB G engine was now optionally available and could be specified on 2017 orders. Future plans included further power options with a battery electric bus and a hybrid bus.

Built in the United States

In late March, Grande West announced a manufacturing agreement with Alliance Bus Group to produce Vicinity buses in the United States. These buses will comply with FTA Buy America provisions and hence can be purchased by transit agencies in the United States.

Alliance Bus Group will invest in excess of $1 million to transform their existing 70,000 square foot manufacturing and service facility with tooling and test equipment necessary for production, improvements and will also include a customer inspection and delivery acceptance area. Production is expected to start in the third quarter of 2017. At that same time Alliance announced the sale of 10 Vicinity buses to the Metropolitan Atlanta Regional Transit Authority (MARTA). As a result, MARTA became the first transit agency in the United States to order Vicinity buses.

Plans are that Alliance will do the final assembly work in Atlanta to comply with Buy America regulations. Production will start with a few buses as complete KD kits and then move to shells only. Grande West will have an electrical engineer and a production engineer in Atlanta to oversee the process and there will be a liaison with the engineers at Grande West’s overseas manufacturing site. The Alliance staff will do the assembly labor so that the buses will comply with Buy America regulations. Atlanta will build Vicinity buses in the 27.5-foot, 30-foot and 35-foot lengths. Production is expected to start with five Vicinity buses a month and quickly ramp up to 10 a month. Additional capacity will be added as required with a total capacity of about 60 buses a month.

Buy America production and the resulting orders in the United States have increased production of the Vicinity. Based on figures available, it looks like Canadian and U.S. deliveries will be around 267 buses through the first quarter of 2018. These numbers may well increase in the near future as both sales and production in the United States grows. All of which goes to show that if you can solve an obvious need for mid-size buses, the buyers will come.

]]>2736MCI’s New J3500 Small in Size, Big in Featureshttps://busmag.com/mcis-new-j3500-small-in-size-big-in-features/
Mon, 08 Jul 2019 18:38:33 +0000http://busmag.com/?p=2722In recent months, MCI has introduced or announced several new models and product enhancements. Noteworthy is the revolutionary new D45 CRT LE Commuter Coach that offers a low entry for those using wheelchairs and mobility devices. The popular J4500 coach, already upgraded for 2018, is receiving several additional improvements for 2019. In addition, a battery-electric version of the J4500, known as the J4500e CHARGE, is already in the testing stage.

Another new model that is joining the MCI product line is the 35-foot J3500. Effectively a shorter sibling to the J4500, the J3500 offers all of the big coach amenities and features for smaller groups. While the J3500 offers several features and advantages, two are noteworthy. Unlike the body-on-chassis buses, the J3500 is integral and has the durability as well as passenger comfort and amenities like the big coaches. Hence, you can send it out on the highway and on longer charters and tours. Being based on the 45-foot J4500, the J3500 not only makes driver transition easy but also requires little change for technicians and reduces parts inventory. Heritage This new J3500 has an interesting heritage. Back in the late 1990s, MCI was offering their “D” model in both 40-foot and 45-foot lengths. The latest model in a constantly improving product line, the D coaches continued to be built in the old platform integral way as originally developed by MCI founder Harry Zoltok. The “D” coach and its older siblings gave MCI its reputation for durability and reliability.

Several MCI customers approached the company and asked whether it would be possible to take this heritage of reliability and durability but put it into an attractive package that would turn heads in the tour and upscale charter business. MCI’s engineers complied and developed what became the “E” model or Renaissance coach. Introduced in 1998, it offered a radical new style and several upscale features that made it an excellent addition to the product line and a compliment to the “D” models. While the “D” models continued as the undisputed leader in scheduled service, commuter coaches and reliability, the new “E” model Renaissance provided similar features in a more attractive package for tours and upscale charters.

Expectedly, there were several MCI customers who liked the design and appearance of the new “E” model, but had an interest in matching that modern and attractive appearance with more of a “bread and butter” type coach. Once again, the MCI engineers retired to their drawingboards to address customer needs. This time they came up with the J4500 model. Introduced in 2001, it offered the attractive design of the “E” model but was more of a “jack of all trades.”

This universal appeal was soon obvious. Peter Pan put the J4500 into scheduled service while other operators sent it out on charters and higher quality tours. By 2004, the J4500 became the most popular coach on the market, a record it has kept in subsequent years. What makes the J4500 so unique is that the MCI engineers kept on working on enhancements and improvements every year or two. Before long, the J4500 had replaced the “E” model. There were a substantial number of improvements in 2018 and more again in 2019.

Meanwhile, MCI operators were looking for a higher quality coach for smaller groups. While body-on-chassis and cutaway buses were practical for shuttle service and short runs, many operators were seeking a smaller coach suitable for long distance charters and tours with underfloor luggage space, air ride suspension and all of the passenger amenities offered by the larger coaches.

As a result, MCI’s engineers came up with the J3500 model. It is effectively a 35-foot version of the J4500. Hence, it offers the features of the most popular coach on the market but in a 10-foot shorter length for smaller groups. This introduction is more of a milestone in our market than most people might think. While Eagle built a handful of 35-foot coaches at Brownsville and Neoplan did produce a few at Lamar, the last real ongoing regular production of a 35-foot coach in the United States and Canada goes back to 1980. It was then that MCI discontinued its MC-5C model. Hence, we are talking about a gap of about 38 years.

Similar Yet Different

The first question most people ask is how similar is the J3500 to the ever-popular J4500? What has been left out? What items are missing?

In general, MCI went though a lot of trouble to make the J3500 as similar and as compatible with the J4500 as possible. While they look different from the side, if you look at them head-on, you may not be able to tell them apart. Drivers should have no difficulty transitioning to the J3500 from the J4500 because the cockpits are essentially the same. While there are changes in the engine compartment (the J3500 does have a smaller engine), your service staff and technicians will be very familiar with the setup and appreciate the spacious engine bay area that improves maintenance access. In addition, you will find that the majority of J3500 parts are the same as for the J4500, so there are a minimum number of unique parts that need to be stocked for the J3500.

The differences in the J3500 are exactly where you would expect them – related to length and capacity. With a length of 35 feet, the J3500 is 10 feet shorter than the J4500. Hence, the J3500 has only two axles while the J4500 has three. Nominal passenger capacity on the shorter coach is 40 or 44, with good legroom like the longer coach.

Other noteworthy differences include the fact that the J3500 has a turning radius of less than 33 feet. Hence, it is very maneuverable in tight spaces and an excellent choice where getting in and getting around matters. The wheelbase on the 35-foot coach is 228.8 inches compared with 315 inches in the 45-foot coach. You get a slightly smaller fuel tank with the J3500, 164 gallons, as compared with the 183-gallon tank on the J4500. Luggage capacity on the J3500 is 285 cubic feet without a lift and 270 cubic feet with the wheelchair lift.

The front overhang on both models is the same at 78.25 inches while the rear overhang on the J3500 is only 120.29 inches compared with 150.25 inches on the longer coach. Many of the other specs are the same for both models: a width of 102 inches, a height of 140.75 inches (about 11 feet and 8 inches), and an interior height of 78.25 inches.

Perhaps the single biggest difference is that the J3500 comes with the smaller 2017 EPA Cummins L9 350 horsepower engine. Having ridden on a pilot model of the J3500, I tend to feel that this engine is more than adequate. As a past owner and driver of an MCI MC-5A with the 8V-71 engine rated at 318 horsepower, I think that the Cummins L9 in the J3500 will do fine. The L9 setup in the new J3500 also benefits from a simplified single module aftertreatment system.

Beyond this, it is obvious that MCI is not cutting back on amenities or features in the J3500. As a general rule, whatever comes with the J4500 will come with the J3500 and whatever is an option on the J4500 will be an option on the J3500. All of those interesting features that were added to the J4500 for 2018 will be on the J3500 coaches as they come off the line.

This would include the redesigned engine air intake system and engine compartment as well as the newly redesigned restroom. You will find the improved passenger area with coordinated interior trim packages and multi-color interior programmable lighting. Also included are the improvements in the front stepwell and driver’s area.

New Features

New features being added to the J4500 will also be on the new J3500 coaches when they come off the assembly line. The first pilot models of the J3500 had the traditional cooling fans. However, as they are put into regular production, the J3500 coaches will come off the line with the new electronically controlled e-fan system and swing-out radiator. MCI notes its new swing-out cooling module e-Fan system improves coach reliability and fuel economy while drastically reducing the time required for service to after treatment sensors and all “hot side” engine components.

The production J3500 coaches will also likely include the optional Bendix® Wingman® Fusion system that will be available with the 2019 models of the J4500. This system gathers input from radar, video and the braking system to create a highly detailed and accurate data picture on bus operations and the area surrounding the bus. Data comes in from the next-generation radar, camera and brake systems. This is constantly being gathered, shared and confirmed by the system to see what actions are called for, with the main functionality including enhance collision mitigation with the ability to stop the coach when a stationary vehicle is detected, adaptive cruise control with braking, lane departure warnings and traffic sign recognition, all integrated into MCI’s high definition instrument panel for ease of visibility for the driver.

This new system does incorporate the Bendix ESP® Electronic Stability program full-stability system. Plus it has the AutoVue® Lane Departure Warning System from Bendix CVS. It also has the Bendix Wingman Advanced Collision Mitigation Technology.

New features include Stationary Vehicle Braking (SVB) that uses data from both radar and a camera to watch the road ahead. When a stationary metallic object is identified in the path of the bus, the driver is given a warning. If the driver fails to take action, Wingman Fusion can automatically engage the brakes to assist the driver in reducing the severity of the impact or avoiding a collision.

Yet another new feature of Wingman Fusion is that the camera can read speed limit signs along the road. When the bus is moving at more than 20 miles per hour, the system can compare the speed limit signs with the actual bus speed. If the driver is operating five miles per hour above the posted speed an audible warning will sound. At 10 miles per hour above the posted speed, the system will provide a one-second dethrottle of the engine to get the driver’s attention.

Production and an Electric Model

MCI is already taking orders for the J3500. Current plans are to have the J3500 coaches in regular production in early 2019 with the first deliveries soon afterward.

Like the battery-electric J4500e CHARGE, a battery-electric version of the J3500 is contemplated for the future. The reduced length and high maneuverability of the J3500 will make the battery-electric version an excellent choice for many shuttle operations and possibly for local sightseeing.

]]>2722Prevost Motorhome Expo Bringing converters and clients together since 2013https://busmag.com/prevost-motorhome-expo-bringing-converters-and-clients-together-since-2013/
Tue, 02 Jul 2019 13:28:04 +0000http://busmag.com/?p=2708Jamie Bradford, Florida resident and longtime Prevost motor home owner, found the motor home buying process to be overwhelming and difficult. In February of 2012, Bradford bought Prevost-Stuff.com due to his strong belief in Prevost products and to take the Web site to the next level. Prevost-Stuff.com is an online source for learning about and buying Prevost motor homes throughout the country. Prevost motor homes are nationally marketed on Prevost-Stuff.com and more than 95 percent of the Prevost motor homes sold each year are showcased on the Web site.

Bradford, frustrated with the buying experience of traveling across the country to look at one motor home at a time coupled with the lack of comparability, decided it was time to host an event where he could house 20+ motor homes for sale in one place. Since Florida has an extensive motor home owner community, and all the major converters have an established presence there, Bradford decided Florida was the optimal location for hosting an expo. “No one had ever held a show with all the converters together and I figured if I can make a show like this work, it would be a win-win for everyone – converters, dealers and customers,” said Bradford.

In January 2013, Bradford hosted the first Motorhome Expo at the Tampa Convention Center and was met with immediate success. All the major converters, several pre-owned dealers and a handful of vendors attended and were excited to take part in a new motor home buying experience. The Expo was held at the Tampa Convention Center for another four years, where attendance and vendor numbers continually rose. Due to the popularity of the event and limited parking, ample camping spots were becoming an issue so in February 2018, the Expo was moved to the South Florida Fairground Expo Center in West Palm Beach, Florida. The new location boasts 84,000 square feet of indoor, air-conditioned space and accommodations for more than 50 Prevost motor homes, more than 30 vendor booths and 140 full hook-up camping spots – taking the exposition to the next level and doubling attendance rates. At the 2019 show, almost 200 Prevost motor homes were present – including motor homes for sale and people attending in their own motor homes, proving the move to West Palm Beach was instrumental to the success of the event.

Since its inception, the Motorhome Expo has displayed roughly 300 motor homes, selling nearly half each year and generating sales for new production motor homes – custom-made for each client. “This show is so important for clients and potential buyers because it gives them the unique opportunity to interact with the converters, salespeople and perhaps most importantly, fellow owners who are more in-tune with their own needs and concerns. The Expo has provided clients with the buying process I was so eager to have and I am proud I can offer that to them,” says Bradford.

In response to attendees’ desires to spend more time at the event, Bradford created the VIP Camping Package in 2018 – and quickly sold out for both 2018 and 2019. The package includes camping for four nights, industry seminars hosted by Prevost and converters, receptions, dinners, nightly entertainment and “sneak previews” of the expo hall. Although this package is extremely popular, Bradford ensures the Expo is not limited to those who purchase the package. In fact, numerous people from all over the world travel to attend the event every year.

Each Prevost Motorhome Expo brings different elements to the show to ensure customers, converters, vendors and dealers obtain the most out of the experience, year after year. However, each expo takes place in February for two days and showcases roughly 50 motor homes, with dealers bringing three to five motor homes each and converters typically showcasing one pre-owned of their choosing and a few new motor homes. Additionally, each expo hosts between 25-30 vendors booths from insurance companies to motorcoach resorts.

Since moving to West Palm Beach in 2018, the Expo has provided seminars to participants – hosted by both Prevost and converters. Bradford felt the necessity for educational seminars because he wanted to offer attendees, especially those who participated in the VIP Packages, a deeper and more comprehensive experience. Each converter, as well as Prevost, presents a seminar on a topic of their choosing, which can vary widely – from the history of the converter to unique motor homes that have recently been converted.

The 2019 Motorhome Expo produced the biggest turn-out in the event’s seven years of running, with more than 500 attendees, 280 of which arrived in 140 motor homes for the VIP Package. This year 52 fully-customized Prevost motor homes, ranging from $200,000 to $3,000,000 and from a 1998 XL to the 2020 H3-45, were showcased. Overall, almost 200 Prevost vehicles were in attendance. All of the major converters were in attendance including Liberty, Marathon, Millennium, Emerald and Featherlite as well as several pre-owned dealers. Additionally, this year’s expo hosted almost 30 vendors while several Prevost and converter service vans were on hand to assist with maintenance.

The seven seminars presented at the 2019 expo were no less than extraordinary, educational and exciting. The seminar topics included: quality of care by Liberty Coach, exceptional approaches by Millennium, the uniqueness of a Featherlite by Featherlite Coach, a behind-the-scenes look by Marathon, tire care dos and don’ts by ­Michelin Tire and network and service/maintenance by Prevost.

“The Prevost Motorhome Expo stands as the premier event for Prevost and our motor home converter partners,” says Steve Zeigler, director, bus shell sales division. “Jamie Bradford has created a quality environment for “Everything Prevost” in which he provides a first-class presentation that allows all supporting motor home lifestyle businesses direct contact with Prevost owners and potential owners looking for the finest in luxury motor homes and services.”

Initially, the Motorhome Expo was intentionally held alongside the Florida RV Supershow as it is the largest RV show in the U.S. – hosting roughly 15,000 attendees annually. Albeit a highly beneficial and rewarding show, Bradford and Prevost alike saw the need for customers to speak directly and intimately to converters and vice versa. “Prevost needed a way to better support our converter partners in their marketing efforts since they produce the final product. We felt partnering with Jamie Bradford was an excellent opportunity to connect with our converters on another level and with clients who are serious about buying our products,” said Michael Power, director of marketing for Prevost. “We knew immediately that partnering with Jamie had the potential to be astronomically beneficial – and it has been. Prevost believed in Jamie and in turn, we wanted to help his show exceed ­expectations.” Although the Expo is a Prevost-branded show, the event itself is run by Bradford.

The Motorhome Expo will be held at the South Florida Fairground Expo Center in West Palm Beach, Florida in early to mid-February until at least 2025. “As for the future, I am looking forward to continual growth in attendance and the Expo itself as well as creating new and exciting events during the show to ensure customers, converters, dealers and vendors are fully enjoying their experience,” says Bradford. The 2020 expo will take place on Wednesday, February 12 and Thursday, February 13, with the VIP Camping Package event running from Monday, February 10 through Friday, February 14.

]]>2708ZF Components for Electric Buses Where the industry is going, ZF is already there.https://busmag.com/zf-components-for-electric-buses-where-the-industry-is-going-zf%e2%80%88is-already-there/
Sat, 29 Jun 2019 19:57:39 +0000http://busmag.com/?p=2692In recent years, National Bus Trader has published several articles covering developments in alternative fuels for buses. On many occasions we have suggested that indications are that the bus industry is moving towards electric buses. The biggest thing holding us back is the state-of-the-art in battery capacity. However, various advances, including in-route charging systems, have helped make battery electric buses more practical.

Recent research into the article on electric buses [April, 2018 National Bus Trader] disclosed that ZF has been working in several areas to provide electric drive or hybrid systems for all types of buses from the minibuses and shuttle buses through city transit buses to over-the-road coaches. Some of these components are already in production and use with OEMs while others will be available soon. While this information only covers ZF, it does provide insight into where the industry has advanced today in regard to electric buses. It also shows us where the bus and coach industry will be moving in the future.

From Airships to Advanced Technology

ZF celebrated its 100th anniversary in 2015. The company was originally founded in Germany by Count Ferdinand von Zeppelin to make gears and transmissions for his airships. This was not as easy to do as you might think since the automotive and aviation industries were in their infancy and it took special equipment and expertise to make precision gears. An interesting note is that the company was originally called “Zahnradfabrik,” which translates as “Gear Factory.” This was the origin of the shorter ZF name we use today that is normally pronounced the European way as “Zed Eff.”

If you will excuse my puns, while the airship business floated away, ZF’s quality engineering with transmissions moved into high gear. Before long they were building numerous kinds of high-quality automotive components including steering, axles and transmissions. Their transmissions became a leader in the worldwide bus market while ZF axles are found on most integral coaches sold in the United States and Canada.

In recent years, ZF has been moving more into the eMobility, digitalization, and autonomous driving markets through research, engineering, acquisitions and mergers to stay ahead of the industry. Among several noteworthy achievements are ZF’s AS Tronic transmission that combines the economy of a manual transmission with electronic control. Introduced almost 10 years ago, the ZF EcoLife powershift transmission is well recognized in transit bus fleets across North America. Along with the proprietary fuel saving software ZF TopoDyn that offers infinitely variable shift programs, the EcoLife already provides reduced fuel consumption and CO2 emissions ahead of electric powered buses.

In September of 2014, ZF announced it was acquiring TRW, known for their integral vehicle control and driver assist systems, braking systems, steering systems, suspension systems, occupant safety systems, engine components, testing systems and aftermarket replacement parts and services. One of the latest developments in this area is the ZF cooperation with ZAPI in Italy in the areas of power electronics (inverter and controller) systems.

The result of all of this is that ZF already offers a wide range of components to OEM bus builders that make it easy for them to add an electric bus to their product line. In addition, ZF has components and products for electric buses that are coming online in the near future. For all practical purposes, essentially any bus that is designed for diesel or alternative fuels can be built as an electric bus using ZF components. Moreover, some of these components could also be used with fuel cell or trolley buses. Following is a review of ZF products and components for powering electric buses. We will include both current products as well as those that will be available in the near future. To make things simple, we will start with cutaway and shuttle buses and then move through transit buses to motorcoaches.

Cutaway and Shuttle Buses

There has been increasing interest in powering cutaway, shuttle and other body-on-chassis buses with battery electric power. As with other buses, basic concerns include going green, reduced maintenance and lowering operating cost. What makes cutaway and shuttle buses particularly appropriate candidates for battery electric operation is that many of them are used in applications that are short or offer substantial time for recharging.

Requests from OEMs prompted ZF to work on developing an electric drive for this market. They started with an existing and proven design for electric cars that went into volume production in 2018. ZF engineers developed this into a central drive for light commercial vehicles known as the eCVD. It combines an electric motor with a two-stage single-speed transmission, differential and power electronics to create a highly integrated and compact unit. Since this system will go up to 150 KW, it also can be used on slightly larger midi-buses.

This will go into regular production in the near future. The first OEMs to use it will have buses on the market by 2020.

Transit Buses

ZF offers two different power options for transit buses. This includes the AVE 130 low-floor electric portal axle with built-in motors and the CeTrax Central Drive motor. Both options were developed for demanding city transit applications. ZF provides a complete system that includes an inverter as well as controls and electronics. In addition to providing low curb weight, they can power buses up to 29 tons in weight. Ongoing support of both the OEMs as well as the transit agencies is provided by ZF specialists.

The AVE 130 electric portal axle has been on the market for a while and is currently in use in numerous applications. It integrates two electric wheel motors into a low floor axle while combining low weight with a peak power of 250 KW. The axle bridge does not need a differential and the electric motors are cooled by a combination of water and air.

This design offers several advantages to the OEM. The low-floor style makes it easy to incorporate the AVE 130 portal axle into a low-floor bus using other low-floor axles. In addition, putting the motors in the axles frees up space in the traditional engine compartment that can be used for other auxiliaries including the inverters and control system.

ZF’s second and newest offering is their CeTrax Central Drive. It offers a peak power of 300 KW and incorporates some of the integrated planetary stage technology that has been proven in the ZF EcoLife transmission.

What makes the CeTrax so viable in electric buses is that it is suitable for all types of electric buses and allows for the use of standard axles with common gear ratios. The CeTrax goes into the engine compartment in place of a diesel or alternative fuel engine and then connects with a typical driveline. The CeTrax can be “dropped into” virtually any OEM bus to turn it into an electric bus.

In addition to the AVE 130 electrically powered axle or the CeTrax Central Drive, ZF would provide more of a system that includes an inverter as well as an electronic control unit. The inverter converts sto

red battery energy into the electric power required for the electric motors that is 650 volts. For those of us who have had experience with streetcars and trolley buses, this is a standard voltage for electric vehicle applications. ZF also supplies their EST 54 Electronic Control Unit to optimize performance and insure that everything works together and works properly. The bus manufacturer supplies the bus itself as well as the batteries or other source of electric power.

A typical single unit transit bus is 40 feet long with two axles, although there are some shorter buses. The ZF components provide two alternatives for electric bus operation. One alternative would be to install the AVE 130 low-floor electric portal axle in the rear and power it through the inverter and electronic control unit. This would eliminate the need for an engine in the engine compartment.

The second alternative would be to install the CeTrax Central Drive Electric Motor in the engine compartment and hook it to a driveline connected to the rear axle. This offers the advantage of being compatible with virtually any type of bus including both a standard height and low-floor models. It can be used with standard bus axles with common gear ratios. Hence, with minimal alterations, it can turn virtually any bus into an electric bus.

There are additional options when you get into the longer articulated transit buses. Typically these are 59-60 feet long, have a front unit with two axles and two doors plus a rear unit with one axle and one door. However, there are other variations.

If an OEM prefers to use the AVE 130 electric portal axle, it can go in either the second or third axle position. Putting the drive axle at the second axle position at the rear of the front unit creates what the industry calls a “puller” since the front unit effectively pulls the rear unit. This is much easier to do with the AVE 130 electric portal axle since the floor remains flat and there is no need for an engine to intrude into the passenger seating area.

The second alternative with the AVE 130 electric portal axle is to put it in the third or rear axle location. This creates what the industry calls a “pusher” since the rear of the bus essentially pushes the front. Again this has several advantages. One is that the floor can remain flat through the length of the bus. A second is that there is no need for an engine to intrude into the passenger area. In fact, there would be no real need for a rear engine compartment.

You can also use the CeTrax Central Drive. However, the only option is to put it at the rear of the bus because it must be connected to a driveline powering the third axle. This does require a rear engine compartment or a place to house the engine. This arrangement can be used on virtually any bus already designed with a rear engine compartment or with a diesel or alternative fuel engine.

CeTrax Two-Speed with High Power eMotor

I might note that ZF is already working on the next development for CeTrax. The current CeTrax Central Drive has only one output ratio. The obvious future development is a CeTrax with a two-speed output and higher power electric motor. While still an electric central drive, this would provide more power and more options. In addition to being suited for transit bus applications where more power could be helpful, it could also be used for an electric central drive on intercity buses and coaches.

This particular development is still in the design phase and actual production is still in the future. However, this gives you some idea of where things are going in the years ahead.

Intercity Buses and Coaches

While there is increasing interest in electric coaches, their current range is somewhat restricted because of battery capacity. Unlike city transit buses, charter and tour coaches cannot stop at regular intervals to recharge or top off a charge. Hence, pure electric coach operation currently is somewhat limited to commuter and shuttle applications. However, ZF has been developing the previously mentioned two-speed, high-power machine version of the CeTrax that could be used in intercity coaches when battery technology reaches a point to allow that.

Historically, ZF introduced its AS Tronic transmission in 1997. It offered the economy of a manual transmission with electronic control and it soon become an industry standard. It has been called the most successful heavy-duty automatic transmission in the world and more than one million units have been placed in service. More recently, ZF has developed the modular TraXon transmission for buses and heavy-duty trucks. It has been available for a while and is already being used in some coach applications. The TraXon transmission is proving itself in bus and truck applications and is slowly replacing the AS Tronic.

ZF has already taken this one more step and developed the TraXon Hybrid Module as a state-of-the-art transmission for today’s modern coaches. It features an electric motor installed between the diesel or other type of engine and the transmission. It also provides a highly integrated design with new technology and offers hybrid functionality including recuperation, boosting and electric driving. In long distance applications, the TraXon Hybrid Module reduces fuel consumption by five to seven percent. It does require both an inverter and control unit but uses the existing transmission oil cooling for both the electric machine and the inverter. For those who want it, the TraXon Hybrid Module is available with an optional retarder.

The TraXon Hybrid Module offers a wide range of interesting features. In addition to using the electric motor for regenerative braking, it can also be used as a generator to power electrical components or charge the batteries. Expectedly, the electric motor can be used to move the coach at low speeds.

The new and advanced TraXon Hybrid Module is expected to reach the prototype stage in 2018 and go into limited production in 2019. In addition to economy of operation, the TraXon Hybrid Module will pave the way for some autonomous applications for coaches. These could include docking at terminals, driving through a wash rack and going from the service area to its parking spot on its own.

Future

We here at National Bus Trader will be keeping track of all of these innovations and developments. Watch for additional reports and information as these systems go into operation and move the bus industry into the future.

]]>2692Ten Things to Consider When Choosing a Luxury RVhttps://busmag.com/ten-things-to-consider-when-choosing-a-luxury-rv/
Sat, 29 Jun 2019 18:54:04 +0000http://busmag.com/?p=2685The modern road trip provides a sense of adventure and ease from journey to destination, but choosing the right luxury RV is key. Whether you are purchasing your first or looking for your fifth, ensure you get exactly what you need to maximize your experience. Here are 10 things that Marathon Coach suggests you consider when choosing a luxury RV.

1. How sound is the overall structure?

The safety of our clients is key. We, in partnership with Prevost, produce the strongest, safest and most durable bus conversion shell built specifically for the RV industry. Because the Prevost coach was designed for the business of transporting people hundreds of miles each and every day for years on end, its structure is durable with a longevity missing from the typical RV. The stainless-steel, fully-welded integral construction, reduces noise as well as expansion and contraction problems, plus it adds significantly to a coach’s stability and safety. Prevost’s “zero tolerance” system of assembling its welded components ensures perfect alignment while welding the stainless structure. The composites and stainless siding, not aluminum, make for lasting durability that is both structurally sound and aesthetically pleasing. Few, if any, RV companies have seen their vehicles reach, much less exceed, the two million mark. Prevost has. That is what you get with a Prevost coach, a tried and true pedigree that has proven itself over years and over miles.

2. How many engineers are supporting your high-tech coach?

The electrical system is the brain and backbone of your coach, so quality matters, especially where wiring is concerned. With a foundation based on an electrical engineering plan, thorough documentation, easy accessibility and system redundancy, we ensure that you have what you need through every phase of your coach’s life. For Marathon’s team of 12+ engineers and 24 electricians, good is never good enough. When it comes to the quality and outstanding performance of your coach’s wiring, they are uncompromising in their pursuit of greatness. Visionary in nature, their approach and philosophies stem from a desire for resolute reliability, ease of customer use and long-term integration.

3. What is hidden behind the walls?

We invite you to look behind the walls to see the difference. Yes, the wiring is neatly done, but there is more than that. It is highly functional, planned, organized and serviceable, even decades down the road. With the infrastructure engineered and documented, you can bring in your 20-year-old coach and we will still have the plans, making your improvement or repair simple and safe. You may have noticed our ceiling designs are created to be remarkable, but did you know they have also been specially created to allow access to the wiring systems? Every single bell cap and junction box is always accessible, and that is not all. There are hidden panels installed throughout the coach to provide easy access behind the walls when needed. For example, unlike some coaches where a surface may have to be partially demolished to allow access, in a Marathon it may be as simple as removing a shelf in the half bath or pulling out a drawer in the kitchen. With every wire neatly labeled and every detail mapped out in the master plan, there is never any guesswork.

4. Is it truly customized?

When you order a custom designed coach, you have the opportunity to choose everything from the floorplan to the fabrics. Whether you choose one of Marathon’s diverse floorplans or work with the experienced engineering team to design your own, you can enjoy unsurpassed luxury as you vacation, conduct business, provide transportation or entertain guests or clients in your custom-outfitted coach, fully equipped to provide a comfortable environment for family living and entertainment or for corporate use. We understand that people have different hobbies and lifestyles, so when a customer has an idea for a custom coach, Marathon listens and tries to accommodate any request – no matter how unusual. From creating stairs to a basement office or spaces for grandkids and pets to installing wine cellars and bidets, ideas for custom coaches are only limited by one’s imagination. For example, inside the coach, customers have requested 14-karat, gold-plated sinks and valances, crib and playpen, heated towel bars, a bird cage and treadmill. Our professional engineering, interior design and exterior paint departments have the experience, knowledge and resources to implement your unique vision. We have unparalleled skill and expertise in building the most complex, technologically advanced coaches on the road today.

5. Is it a sound investment?

Marathons hold their value. With a coach built to travel more than a million miles, at 60,000 miles coaches are just broken in. When it comes to depreciation, with a Marathon, depreciation on a percentage basis is usually quite a bit less than a standard luxury class A RV. This is partly due to the custom nature and our overall lower production volume versus the growing demand for the product.

6. What kind of craftsmanship goes into it?

We believe it is important to craft every part of your coach correctly, even if you can not see it. From the aircraft-style wiring behind the walls to the hand-scribed cabinetry to each and every ceiling treatment and more. For instance, did you know that a skilled team of Marathon craftspeople custom builds each sofa for every luxury coach from scratch? Marathon Coach provides its valued customers with the finest and most well-crafted designer furniture in the industry. The residential-style sofas are custom built using the highest quality of wood and fabric materials available. In addition, the flexibility of building to suit allows Marathon’s customers to choose from an array of standard designs and virtually any color or style of fabric. Our exceptional and unique paint designs are also created by hand, produced by the nation’s finest exterior paint artisans. Our modern facility houses four full-service painting booths, making it one of the largest of its kind in the U.S. Doing everything in-house gives us complete control of the entire process from the prep and body work to the design and color creation. From top to bottom, Marathon bus conversions are unmatched for quality and style. Every department creates and produces the most exclusive RV in the industry.

7. What kind of space do you need?

Whether choosing an H3-45 or an X3-45, Marathon coach owners know they will have abundant basement storage for whatever they need. Some select the H3-45 for its contemporary lines and full body paint – others choose it because it offers approximately 500 cubic feet storage and conversion space. Of course, those who decide on the classic styling of the X3-45 with its polished stainless-steel sides enjoy the highest interior headroom as well as an ample 400+ cubic feet of storage space. Although the dimensions vary depending on the type of coach, the space underneath can be transformed in a variety of interesting ways, from installing wine coolers and freezers to storage cabinets and closets. The ways to personalize your experience are endless. Plus, Marathon’s team of engineers think through your entire exterior design. For example, on new quad-slide coaches, the 55-inch bay TV will pull out of bay two and swing in front of bay three. Why is this important? Bay three houses the audio/video equipment rack. This means if you have entertainment items – outdoor refrigerators, barbecues and the like – your large screen television is not going to block access. Flip that burger or grab that cold beverage, because you have everything right where you need it. Although it sounds simple, you might be surprised at how many luxury RVers have to actively work around their outdoor entertainment bays. In addition to ensuring client convenience, Marathon “finishes” the bays, covering all utility items. Not only are we safety conscious, we want you to be proud of every aspect of your coach; leave your bays open – they look that good.

8. How are you going to use it?

Those who choose Marathon span the gamut. Those with lots in luxury RV resorts, staying in the same area for long periods of time, for example, tend to appreciate quad-slide floorplans with augmented space. Others who actively travel the U.S. often find double or triple slides a better fit because they can more easily traverse the coach with the slides in. As a result of Prevost’s patented system, these bus conversions provide more square footage and include more slides without taking away from the ample storage space below, which has more than any other type of motor home. Whether you are into golfing or racing, cooking or art, Marathon’s engineers can create an ideal space for you. Of course, there is more to life than where you are going. If you travel with large dogs or small children, designers can guide you in selecting ideal fabric and flooring materials. If you entertain often, additional accommodations can be worked into your custom plan. Perhaps you are a dry camper, cold-weather camper or desert dweller: Thoughtfully designed and expertly executed, your luxury coach will have the tools you need to maximize your experience.

9. Do you appreciate a good back-up plan?

We believe in redundant systems and excellent plan Bs. For example, Marathon Coach intentionally designed the food grade stainless-steel water manifold system to simplify the coach experience. With each fixture having its own individual shut-off valve, should there ever be an emergency situation, coach owners can easily shut water off to the affected area, yet maintain water service in the rest of the coach. Since all waterlines are seamless, with no elbows or joints, directly running from the manifold in the water bay to the appropriate appliance or fixture creates less potential for water leaks. Another example is the Jump Start feature, which was designed to combine the charged house batteries with the depleted coach batteries so you can jump start your coach pack. Even if both your coach and house batteries are depleted, the system can combine the generator power as well, getting you back on the road in no time. These are just a couple of ways Marathon ensures your every coach experience is memorable for all the right reasons.

10. What kind of service are you looking for?

Marathon continues to cater to our owners’ interests long after a coach is purchased with personalized service, repair and remodeling available at our three locations across the country and with Marathon Coach mobile service. A specialized technical support staff is readily available for troubleshooting or to ask questions. In addition, after-hours support is available for emergency situations. The same design and engineering staff that create new one-of-a-kind coaches for our valued clients are available for upgrades and remodeling. This ensures that the same detailed attention is given to our clients at any stage of their coach’s long life. Whatever your coach needs, Marathon is committed to providing the exceptional service you deserve.

]]>2685Featherlite Luxury Coacheshttps://busmag.com/featherlite-luxury-coaches/
Sat, 29 Jun 2019 17:58:54 +0000http://busmag.com/?p=2667The combination of Featherlite Coaches, Amadas Coach and FAIC Seats provide the ultimate in luxury motorcoaches for the consumer marketplace, luxury seated coaches for the transport market and luxurious FAIC seating for new and preowned transport coaches. This unique combination of offerings backed by more than 50 years of manufacturing excellence ensure the highest levels of quality with the utmost in customer support.

Featherlite Coaches (www.FeatherliteCoaches.com) handcrafts bespoke motorcoaches for the consumer market combining the finest materials with high-tech features designed and engineered in 3D CAD to deliver the finest coach on the market. Building on the Prevost H and X chassis, Featherlite Coaches offers customers coaches with two to four slides and is the only converter whom also offers an in-house slide system that provides increased living space with flush-floor slides deeper and wider than offered elsewhere. Floorplans offered include multiple bath-and-a-half configurations, bunks that power convert to become expansive hanging storage all with king master suites. Leveraging the massive storage available in the Prevost chassis, the coaches offer power sliding trays with available exterior entertainment features such as refrigerator, ice maker, power liquor dispenser and 4K UHDTV and surround sound. Control systems range from simple remote control operation of AV and lighting up to voice control of all systems.

Amadas Coach (AmadasCoach.com) offers the finest in marketing, executive and seated luxury coaches. Marketing coaches provide corporations space for product exhibition, product training and client entertaining space and can be custom designed to meet a client’s unique needs. Executive day coaches can be configured to suit but traditionally offer a choice of couch or single seats in the salon, galley offerings, full baths and a conference room that can convert for overnight accommodations. Seated luxury coaches offer the finest in luxury travel.

FAIC seating with space for up to 34 customers with custom lavatory, galley and full AV suites to ensure the finest in luxury travel. FAIC Seats (faicseats.com) provides the ultimate in passenger comfort during line-route, tour or charter operations allowing for higher revenue and increased customer loyalty. These luxurious seats are available in multiple material choices including custom dyed leather or customer supplied choices. The seats can be configured with USB and 120-volt power, adjustable recline, leg and foot-rest options, cupholders and tray tables. FAIC Seats offers a solution in three-point and two-point seats for both new and preowned coach outfitting and have been the seat of choice for operators who want to stand out from the crowd ensuring repeat customers.

The unique combination of offerings created with the grouping of Featherlite, Amadas and FAIC Seats ensurescustomers from both the business and consumer markets are provided the ultimate coach be it for personal enjoyment, brand recognition or revenue generation. For information on coach offerings or service on existing coaches visit www.FeatherliteCoaches.com, www.AmadasCoach.com and www.FAICSeats.com.

]]>2667Premier Transportation Takes Delivery of Six New 2018 Van Hool Coacheshttps://busmag.com/premier-transportation-takes-delivery-of-six-new-2018-van-hool-coaches/
Sat, 29 Jun 2019 17:00:01 +0000http://busmag.com/?p=2660Headquartered in Knoxville, Tennessee with offices in Chattanooga and Greeneville, Premier Transportation recently took delivery of six new Van Hool coaches including three CX35 and two CX45 models and one TX model with in-seat audio.

Founded in 2003, the company began on the premise to supply eastern ­Tennessee with the highest level of motorcoach ­services. The company’s visionary Nick Cazana, who had a true passion for the motorcoach industry, demands Premier to be much more than a name for his company but also a way of doing ­business. That vision and his passion for building relationships and providing a premier service to customers has been the cornerstone of the company’s success. Today, Premier has grown to become a leader in charter service with a ­well-rounded fleet of 51 vehicles ranging from 14-­passenger shuttles to 81-passenger Van Hool double-deck coaches. ­Premier primarily runs charter service to New York City, Washington, Orlando, Chicago as well as other U.S. and Canadian destinations.

A long-time ABC customer, Premier began purchasing Van Hools in 2004 and the two companies have worked well together to satisfy its customer base. ABC and Premier work together to supply many special amenities for its customers. When asked about the acquisition of the new Van Hool coaches, Nate Frederick, chief operating officer, Premier Transportation, stated, “What’s not to love about a new Van Hool? Our customers enjoy the great amenities and fantastic styling and our drivers rave about the incredible ride and solid engineering.

Premier was one of the first private operators to purchase a Van Hool TD925 ­double-deck coach solely for charter service. This was an undeveloped market which presented a challenge and opportunity for the operator. The company was successful and creative in establishing a market for this specialty coach and shortly added a second double-deck to the fleet.

“We are thrilled to have such a close relationship with Premier for so many years,” said Jim Morrison, vice president, sales, for ABC Companies. “Seeing this company’s growth over the years has been exciting, and we are very proud to be part of that growth.

Premier devotes significant time and effort making sure it turns out a consistently great product and service. “Over the past 14 years Premier continues to evolve its coaches to include the latest technology, providing its customers top of the line ­service,” said Jeff Jolley, account manager with ABC Companies. “The company is active in the industry and has been a member of UMA, ABA and TNMCA since 2005 stating that these organizations give the tools we need to know where to focus our attention.”

ABC Companies is a leading provider to the transportation industry with diverse product and service offerings that cover a full spectrum of operational needs including new and pre-owned, full-size highway coach equipment, transit and specialty vehicles. ABC supports customers with a comprehensive after sale service network for service and repairs, collision services, extensive OEM and quality aftermarket parts needs for transit, motorcoach and heavy-duty equipment from 10 strategically placed locations throughout the U.S. and Canada. Additionally, private and municipal financing and leasing options are available through the company’s financial services group. For more information, contact ABC Companies at (800) 222-2875 or visit www.abc-companies.com.

Emerald Luxury Coaches, the Texas-based luxury motorcoach convertor that since 2015 has been building a unique industry niche around its highly distinctive Prevost X3-45 coaches, has added Prevost H3-45 conversions to the mix for the 2020 model year.

It is a move that vaults Emerald to the forefront of the Prevost conversion field. The H3-45 is Prevost’s “touring bus” platform, one that wit

h its higher profile, panoramic windows and larger storage capacity has long been the standard for the industry’s elite coaches. That, combined with Emerald’s reputation for offering high-quality Prevost conversions at exceptionally competitive prices, is raising eyebrows throughout the industry.

As well it should. A quick look at Emerald’s initial offering of completed H3-45 models reveals a product that more than holds its own in t

he extremely competitive Prevost marketplace. “We surveyed customers about what they want in a coach, and we listened,” says John Walker, Emerald’s owner and president. “We started by redesigning all of our bays, to increase storage, reduce maintenance costs and just make them easier to work with. On the inside, we worked to open things up and use every inch of the floorplan, to give the design a chance to shine.”

The H3-45 series also reflects Emerald’s commitment to incorporating cutting edge technology and premium quality components. Of particular note is the 58-volt house electrical system features Volta Power System’s automotive-grade lithium ion batteries, the most advanced energy system available and one that cuts hundreds of pounds of total weight from the coach.

Other noteworthy features include oversized HD LED TVs throughout – 49-inch displays in the living room and bedroom and an enormous 65-inch unit in the lower bay entertainment center – as well as a Creston-based control system that may be the simplest, easiest to operate ever designed.

“Simplified operations have always been a priority for us, and a characteristic of the Emerald brand,” Walker says. “We program the Crestron ourselves with our own interface, and combine everything into one central control panel. You can also run it through your phone, tablet, or smart TV. Again, the idea is to keep it simple.” They have kept it affordable, as well. Even with the new advanced features, the price of a new Emerald’s H3-45 remains below the average Prevost conversion and competitive with many high-end Class A motor homes.

“In terms of value, the Emerald H3-45 is like no other vehicle in its price range,” says Frank Konigseder Jr. of Liberty Coach, which provides sales, service and marketing support for Emerald. “The quality of the workmanship is obvious. The same goes for the technology and design work. And there’s no comparing any Class A chassis to a Prevost.

” Walker agrees, pointing out that Emerald will continue to build coaches on both Prevost platforms. “H3-45 or X3-45, you are talking about a million-mile coach. And we want to give everyone in the market the chance to experience it.

” Emerald’s new H3-45 coaches are offered exclusively through Liberty Coach of Florida in Stuart, Florida (LibertyCoach.com) and TransWest RV in Frederick, Colorado (transwest.com). Contact them directly for information on current inventory and to arrange a test drive.